U.S. patent application number 16/807607 was filed with the patent office on 2020-06-25 for alternator system.
The applicant listed for this patent is Ningbo Geely Automobile Research & Development Co., Ltd.. Invention is credited to Jerker ANDERSSON, Goran SVEDOFF.
Application Number | 20200204096 16/807607 |
Document ID | / |
Family ID | 59895112 |
Filed Date | 2020-06-25 |
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United States Patent
Application |
20200204096 |
Kind Code |
A1 |
ANDERSSON; Jerker ; et
al. |
June 25, 2020 |
ALTERNATOR SYSTEM
Abstract
An alternator system includes an alternator with a stator having
at least one stationary winding and a rotor with a rotatable field
coil for producing alternating current, a main voltage regulator
having a main controller and a main power switch configured to
control the current through the field coil, a redundant voltage
regulator having a redundant controller and a redundant power
switch configured to control the current through the field coil.
The main power switch, the field coil and the redundant power
switch are connected in series, in that order. A power supply for
an electrical system includes a battery and the alternator system.
A vehicle includes the power supply.
Inventors: |
ANDERSSON; Jerker;
(Goteborg, SE) ; SVEDOFF; Goran; (Vastra Frolunda,
SE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ningbo Geely Automobile Research & Development Co.,
Ltd. |
Ningbo |
|
CN |
|
|
Family ID: |
59895112 |
Appl. No.: |
16/807607 |
Filed: |
March 3, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
PCT/CN2018/105295 |
Sep 12, 2018 |
|
|
|
16807607 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
H02P 9/02 20130101; H02K
1/22 20130101; H02K 11/20 20160101; H02J 7/1461 20130101; H02K 5/00
20130101; B60R 16/033 20130101; H02P 9/48 20130101; H02K 1/12
20130101; H02K 11/33 20160101; H02J 7/24 20130101 |
International
Class: |
H02P 9/02 20060101
H02P009/02; H02K 1/12 20060101 H02K001/12; H02K 1/22 20060101
H02K001/22; H02K 11/20 20060101 H02K011/20; H02K 11/33 20060101
H02K011/33; H02K 5/00 20060101 H02K005/00; B60R 16/033 20060101
B60R016/033 |
Foreign Application Data
Date |
Code |
Application Number |
Sep 13, 2017 |
EP |
17190840.3 |
Claims
1. An alternator system comprising: an alternator with a stator
having at least one stationary winding and a rotor with a rotatable
field coil for producing alternating current; a main voltage
regulator having a main controller and a main power switch
configured to control the current through the field coil; a
redundant voltage regulator having a redundant controller and a
redundant power switch configured to control the current through
the field coil; wherein the main power switch, the field coil and
the redundant power switch are connected in series, in that order,
and wherein the redundant controller is configured to control the
redundant power switch independent from the status or activity of
the main controller r main power switch.
2. The alternator system according to claim 1, wherein the
redundant voltage regulator has an output voltage regulation
set-point that is higher than an output voltage regulation
set-point of the main voltage regulator.
3. The alternator system according to claim 1, wherein the
redundant voltage regulator has an output voltage regulation
set-point that is in the range of 0.1-3.0 volt or 1-20%,
specifically 0.1-1.0 volt or 1-7%, and more specifically 0.2-0.7
volt or 0.2-0.5% higher than an output voltage regulation set-point
of the main voltage regulator.
4. The alternator system according to claim 1, wherein both the
main and redundant voltage regulators are configured for being in
operation simultaneously in normal operation of the alternator
system, wherein as long as the main voltage regulator is fully
functional the redundant power switch is controlled to be in a
conducting state because output voltage of the alternator system is
lower than the predetermined output voltage regulation set-point of
the redundant voltage regulator, and wherein the redundant voltage
regulator automatically takes over control of the output voltage of
the alternator system according to output voltage regulation
set-point of the redundant voltage regulator when the main voltage
regulator over-excites the field coil due to a failure.
5. The alternator system according to claim 1, wherein an
electrical ground connection of the main voltage regulator is
separate and displaced from an electrical ground connection of the
redundant voltage regulator.
6. The alternator system according to claim 1, wherein a voltage
terminal of the main voltage regulator is separate and displaced
from a voltage terminal of the redundant voltage regulator.
7. The alternator system according to claim 1, wherein the voltage
terminal of the redundant voltage regulator is located at, or
within the same single-piece structural part as, a battery positive
terminal of a housing of the alternator.
8. The alternator system according to claim 1, wherein each of main
and redundant voltage regulators comprises an individual
communication connection.
9. The alternator system according to claim 8, wherein the
alternator system further comprises a communication hardware-node
connected to the communication connection of the main voltage
regulator and to the communication connection of the redundant
voltage regulator; or a main communication hardware-node connected
to the communication connection of the main voltage regulator, and
a redundant communication hardware-node connected to the
communication connection of the redundant voltage regulator; or an
alternator housing communication terminal connected to the
communication connection of the main voltage regulator and to the
communication connection of the redundant voltage regulator and
configured for being connected to an external communication
hardware-node; or an alternator housing main communication terminal
connected to the communication connection of the main voltage
regulator and configured for being connected to an external main
hardware-node, and an alternator housing redundant communication
terminal connected to the communication connection of the redundant
voltage regulator and configured for being connected to an external
redundant hardware-node.
10. The alternator system according to claim 1, wherein the
alternator, the main voltage regulator and the redundant voltage
regulator are located within single alternator housing.
11. The alternator system according to claim 1, wherein each of the
main and redundant voltage regulators comprises a phase detection
connection connected at an individual connection to an individual
winding of the stator.
12. The alternator system according to claim 1, wherein a first
connection of the main power switch is connected to a battery
positive terminal of the alternator and a second connection of the
main power switch is connected to the field coil on a positive
field coil side, and wherein a first connection of the redundant
power switch is connected to the field coil on a negative field
coil side and a second connection of the redundant power switch is
connected to a ground connection or battery negative terminal of
the alternator; or wherein a first connection of the redundant
power switch is connected to a battery positive terminal of the
alternator and a second connection of the redundant power switch is
connected to a the field coil on a positive field coil side, and
wherein a first connection of the main power switch is connected to
the field coil on a negative field coil side and a second
connection of the main power switch is connected to the a ground
connection or battery negative terminal of the alternator.
13. Power supply for an electrical system comprising a battery
connected to at least one load and the alternator system according
to claim 1, wherein a positive terminal of the battery is connected
to a battery positive terminal of a housing of the alternator.
14. A vehicle, being a land vehicle, an air vehicle or a marine
vessel, comprising a power supply according to claim 13.
Description
RELATED APPLICATION DATA
[0001] This application is a continuation of International Patent
Application No. PCT/CN2018/105295, filed Sep. 12, 2018, which
claims the benefit of European Patent Application No. 17190840.3,
filed Sep. 13, 2017, the disclosures of which are incorporated
herein by reference in their entireties.
TECHNICAL FIELD
[0002] The disclosure relates to an alternator system comprising an
alternator with a stator having at least one stationary winding and
a rotor with a rotatable field coil for producing alternating
current. The disclosure also relates to a power supply for an
electrical system comprising such an alternator system, as well as
a vehicle comprising such as a power supply. The alternator system
according to the disclosure can be applied for supplying electrical
current in varies technical applications, such battery charging,
and/or general power supply.
[0003] The alternator system according to the disclosure will
herein be described with reference mainly to combustion engine
vehicle with a 12 volt battery but the alternator system according
to the disclosure can be used in many different applications, such
as for example automobiles, heavy-duty vehicles such as trucks and
buses and working machines, off-road vehicles, air flight machines,
rail vehicles, marine vessels, motorcycles, and the like, as well
as with many different voltage levels, such as for example 24 volt,
48 volt, etc.
BACKGROUND
[0004] In for example a combustion engine vehicle the electrical
system has an alternator that is driven by the combustion engine
and supplying current to the electrical components of the vehicle
and to the battery of the vehicle for charging the battery. An
alternator may also be referred to as an electrical generator and
the dominating type of alternator in automobiles is today
synchronous AC (Alternating Current) generator. Normally, even at
high current consumption of all electrical components the
alternator has enough supply capacity to simultaneously charge the
battery.
[0005] Alternator systems typically comprise an alternator with a
stator having at least one stationary winding and a rotor with a
rotatable field coil. The current through the field coil, which
also may be referred to as excited winding, can be regulated for
controlling the output voltage of the alternator. A failure of the
alternator system may consequently result in increased output
voltage above a target output voltage. This type of failure may be
referred to as overvoltage failure.
[0006] For handling overvoltage failures the alternator system is
designed to limit the overvoltage to a predetermined maximal
overvoltage level, in a worst case scenario, and to set an
electrical component requirement stating that all electrical
components in the vehicle must continue being fully operation for a
predetermined time period while being supplied with the
predetermined maximal overvoltage level.
[0007] For example, a worst case overvoltage failure in a
conventional 12 volt alternator system may lead to an output
voltage of about 18-20 volt. The electrical component requirement
states then that all electrical components in the vehicle must
continue being fully operation for example 60 minutes while being
supplied with for example 18 volt.
[0008] The electrical component requirement may be different
depending on the type function the electrical component is involved
with. For example, the highest electrical component requirement may
be relevant only for the highest category of function importance,
e.g. vehicle like brakes, steering, headlights, and the like.
[0009] Overvoltage results in increased voltage drop over the
electrical components and thereby increased power dissipation. The
electrical components must thus be selected to handle the increased
power dissipation generated by the maximal overvoltage level.
[0010] For example, for a linear electrical circuit the voltage
drop increase is squared regarding power dissipation and the design
must not exceed the maximum allowed temperature at maximal
overvoltage level. In practice the power dissipation could increase
up to several times. A linear 12 V output supply regulator has
roughly a voltage drop of 4 V at 16 V supply and around 8 V at 20 V
which means that the power dissipation is 4 times higher at 20 V.
It is even worse if the linear regulator voltage output is
lower.
[0011] For a switching regulator or output driver the power
dissipation takes place at the switching transition itself and the
power dissipation at 20 V of e.g. a FET transistor referred to 16 V
is increased at least 60 to 150% depending of the FET type and gate
driving circuits. Most power semiconductors in electrical
applications, such as automobiles, must thus be designed to
withstand a maximal overvoltage level of about 18-20 V and to
handle the increased power dissipation. Heat sinks have to be added
and must have sufficient cooling. This could increase the physical
size and silicon area of the semiconductor device. Further the
mechanical size and heat sinks are related to weight of the power
component.
[0012] It is clear from above that providing an electrical system
that is capable of handling overvoltage increases the cost for the
electrical components and the effort for providing it, and the
trend is that electronics applications in various applications,
such as in particular vehicles, is rapidly growing in the near
future.
[0013] Document EP 1 303 023 A2 discloses an energy supply for
vehicles with redundant alternator regulation for avoiding
overvoltage. However, while this solution works well in some
situations, there is still room for performance improvements.
SUMMARY
[0014] A general object of the present disclosure is to provide a
cost-efficient alternator system with further reduced risk for
supplied overvoltage from alternator system. With sufficiently
reduced risk for supplied overvoltage from the alternator system it
may be possible to substantially lower the electrical component
requirement, and thereby attaining significantly reduced cost for
the electrical system.
[0015] This and other objects, which will become apparent in the
following, are accomplished by an alternator system as defined in
the accompanying independent claim. Details of some example
embodiments and further optional features are recited in the
associated dependent claims.
[0016] According to a first aspect of the present disclosure, there
is provided an alternator system comprising an alternator with a
stator having at least one stationary winding and a rotor with a
rotatable field coil for producing alternating current, a main
voltage regulator having a main controller and a main power switch
configured to control the current through the field coil, a
redundant voltage regulator having a redundant controller and a
redundant power switch configured to control the current through
the field coil, wherein the main power switch, the field coil and
the redundant power switch are connected in series, in that
order.
[0017] By providing the alternator system with a two individual
voltage regulators, each having its own electronic controller and
power switch, the robustness and reliability of the output voltage
regulation of the alternator system is further enhanced. In
particular, by providing a main and a redundant voltage regulator,
each being fully operational on its own, single faults occurring
within the main voltage regulator will not influence the
functionality of the redundant voltage regulator, such that a more
robust and reliable alternator system is accomplished.
[0018] For example, a software or hardware failure of the main
controller will not necessarily influence the redundant voltage
regulator. Moreover, by having two separate voltage regulators,
i.e. the main and redundant voltage regulator, each voltage
regulator may have individual electrical connections. For example,
each voltage regulator may have an individual communication bus
connection, power supply connection, output voltage sensing
connection, regulator output connection, phase detection
connection, ground connection, or the like. Thereby, failures
related to conductors or electrical connections of said conductors
associated with the main voltage regulator will not necessarily
influence the functionality of the redundant regulator.
[0019] Moreover, by having the main power switch, the field coil
and the redundant power switch connected in series, in that order,
it is ensured that failure of an electrical connected between the
main controller and main power switch will not negatively influence
the functionality of the redundant voltage regulator.
[0020] Moreover, said series connection, in combination with
separate and individual main and redundant voltage regulators,
enables automatic switching to alternator output voltage regulation
by means of the redundant voltage regulator in case of oversteering
of the main power switch.
[0021] The main and redundant voltage regulators may be identical
voltage regulators. They may further preferably be selected from
standard regulators for reducing cost.
[0022] The voltage controller in EP 1 303 023 A2 comprises a single
electrical controller 2 that controls both the first and second
power switches TI, T2, wherein the single controller continuously
monitors and compares the supply voltage of the alternator with the
control signal to the first power switch TI. When the single
controller detects of a failure by a plausibility check the single
controller controls the second power switch to take over the
voltage regulation. However, failure of the single controller
software or hardware or failure of any of the critical electrical
connections 2a, 2c, 2e, 21 will result in failure of the entire
alternator system.
[0023] In one example embodiment, the redundant voltage regulator
has an output voltage regulation set-point that is higher than a
output voltage regulation set-point of the main voltage regulator.
This configuration enables automatic take-over of the voltage
regulation by means of the redundant voltage regulator in case of
oversteering of the main power switch for any reason.
[0024] For example, when ignoring temporary voltage level
adjustments for taking ambient temperature, battery state of
charge, momentary electrical current consumption, etc. Into
account, the main voltage regulator may have output voltage
regulation set-point of 14.0 volt. By setting the output voltage
regulation set-point of the redundant voltage regulator to for
example 14.2 volt, the redundant controller will control the
redundant power switch to continuously be in a fully conducting
state as long as the main voltage regulator is fully operational
and without failure, because the actual output voltage of the
alternator system will be 14.0 volt which is lower than 14.2 volt.
However, as soon as a failure occurs in the main voltage regulator
resulting in an actual output voltage of the alternator system
exceeding 14.2 volt, the redundant controller will automatically
control the redundant power switch to restrict the current through
the field coil, and thereby automatically reduce the actual output
voltage of the alternator system to 14.2 volt. Both the main and
redundant voltage regulators are thus configured to continuously
and simultaneously control the current through the field coil but
the redundant voltage regulator has an output voltage regulation
set-point that is higher than an output voltage regulation
set-point of the main voltage regulator.
[0025] The driver and/or a fleet management service and/or repair
service center is preferably informed of the take-over of voltage
regulation by the redundant voltage regulator.
[0026] In one example embodiment, the redundant voltage regulator
has an output voltage regulation set-point that is in the range of
0.1-3.0 volt or 1-20%, specifically 0.1-1.0 volt or 1-7%, and more
specifically 0.2-0.7 volt or 0.2-0.5% higher than an output voltage
regulation set-point of the main voltage regulator.
[0027] In one example embodiment, both the main and redundant
voltage regulators are configured for being in operation
simultaneously in normal operation of the alternator system,
wherein as long as the main voltage regulator is fully functional
the redundant power switch is controlled to be in a fully
conducting state because output voltage of the alternator system is
lower than the predetermined output voltage regulation set-point of
the redundant voltage regulator, and wherein the redundant voltage
regulator automatically takes over control of the output voltage of
the alternator system according to output voltage regulation
set-point of the redundant voltage regulator when the main voltage
regulator over-excites the field coil due to a failure. Automatic
takeover of the voltage regulation is advantageous because the
redundant voltage regulator is then not dependent on the
functionality of an additional superordinate control signal that
may itself become dysfunctional and thereby result in potentially
damaging alternator system output overvoltage.
[0028] In one example embodiment, the redundant controller is
configured to control the redundant power switch independent from
the status or activity of the main controller or main power switch.
Thereby increased level of autonomous voltage control is provided
by the redundant controller, such that the risk for single failure
causing output overvoltage is reduced.
[0029] In one example embodiment, an electrical ground connection
of the main voltage regulator is separate and displaced from an
electrical ground connection of the redundant voltage regulator.
Having individual and separate electrical connections and
electrical conductors the risk that a single electrical connection
failure or single electrical conductor failure will cause failure
of both the main and redundant voltage regulators.
[0030] In one example embodiment, a voltage terminal of the main
voltage regulator is separate and displaced from a voltage terminal
of the redundant voltage regulator. Having individual and separate
electrical terminals and electrical conductors the risk that a
single electrical connection failure or single electrical conductor
failure will cause failure of both the main and redundant voltage
regulators.
[0031] In one example embodiment, the voltage terminal of the
redundant voltage regulator is located at, or within the same
single-piece structural part as, a battery positive terminal of a
housing of the alternator. The main voltage regulator typically
detects and monitors the momentary voltage output by means of a
sensing cable attached at a sensing location at the output of a
rectifying circuit, or somewhere similar within the alternator. For
avoiding the risk that a damaged or otherwise poor electrical
connection between the sensing location and the main controller
also influence the voltage control of the redundant voltage
regulator it may be advantageous to place the voltage terminal of
the redundant voltage regulator at, or within the same single-piece
structural part as, a battery positive terminal of a housing of the
alternator. Thereby, a single failure caused by a common failed
electrical connection or common failed electrical conductor is
avoided.
[0032] In one example embodiment, each of main and redundant
voltage regulators comprises an individual communication
connection. This way it is ensured that each individual voltage
controller receives correct information and is not in any way
dependent in the functionality of the other voltage regulator.
[0033] In one example embodiment, the alternator system further
comprises a communication hardware-node connected to the
communication connection of the main voltage regulator and to the
communication connection of the redundant voltage regulator. By
connecting the communication hardware-node to a communication
connection of each voltage regulator it is ensured that each
individual voltage controller receives correct information and is
not in any way dependent in the functionality of the other voltage
regulator.
[0034] Alternatively, the alternator system further comprises a
main communication hardware-node connected to the communication
connection of the main voltage regulator, and a redundant
communication hardware-node connected to the communication
connection of the redundant voltage regulator. By using an
individual communication hardware-node connected to each voltage
regulator the risk that a failure in a single communication
hardware-node will influence the both voltage regulators is
reduced.
[0035] Still more alternatively, the alternator system further
comprises an alternator housing communication terminal connected to
the communication connection of the main voltage regulator and to
the communication connection of the redundant voltage regulator and
configured for being connected to an external communication
hardware-node. This way it is ensured that each individual voltage
controller is independent of the correct functionality of the other
voltage regulator for communication with the external communication
hardware-node.
[0036] Still more alternatively, the alternator system further
comprises an alternator housing main communication terminal
connected to the communication connection of the main voltage
regulator and configured for being connected to an external main
hardware-node, and an alternator housing redundant communication
terminal connected to the communication connection of the redundant
voltage regulator and configured for being connected to an external
redundant hardware-node. By using an individual communication
hardware-node connected to each voltage regulator the risk that a
failure in a single communication hardware-node will influence the
both voltage regulators is reduced.
[0037] In one example embodiment, the alternator, the main voltage
regulator and the redundant voltage regulator are located within
single alternator housing. Thereby a compact and robust alternator
system may be provided.
[0038] In one example embodiment, each of the main and redundant
voltage regulators comprises a phase detection connection connected
at an individual connection to an individual winding of the stator.
Having individual and separate electrical connections and
electrical conductors the risk that a single electrical connection
failure or single electrical conductor failure will cause failure
of both the main and redundant voltage regulators.
[0039] In one example embodiment, a first connection of the main
power switch is connected to a main regulator voltage terminal of
the alternator and a second connection of the main power switch is
connected to the field coil on a positive field coil side, and
wherein a first connection of the redundant power switch is
connected to the field coil on a negative field coil side and a
second connection of the redundant power switch is connected to the
a ground connection or battery negative terminal of the alternator.
Alternatively, the first connection of the redundant power switch
is connected to a main regulator voltage terminal of the alternator
and the second connection of the redundant power switch is
connected to the field coil on a positive field coil side, and
wherein the first connection of the main power switch is connected
to the field coil on a negative field coil side and the second
connection of the main power switch is connected to the ground
connection or battery negative terminal of the alternator. The main
power switch, the field coil and the redundant power switch are
connected in series, in that order. However, the position of the
main and redundant power switches before or after the field coil,
as seen in a current direction, may be varied, according to the
specific circumstances.
[0040] According to a further aspect of the present disclosure,
there is provided a power supply for an electrical system
comprising a battery connected to at least one load and the
alternator system as described above, wherein a positive terminal
of the battery is connected to a battery positive terminal of a
housing of the alternator.
[0041] According to a further aspect of the present disclosure,
there is provided a vehicle, in particular a road or off-road
vehicle, such as an automobile, a truck or a bus, or an air vehicle
or a marine vessel comprising a power supply as described
above.
[0042] Further features of, and advantages with, the present
disclosure will become apparent when studying the appended claims
and the following description. The skilled person realize that
different features of the present disclosure may be combined to
create embodiments other than those described in the following,
without departing from the scope of the present disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0043] The various example embodiments of the disclosure, including
its particular features and example advantages, will be readily
understood from the following illustrative and non-limiting
detailed description and the accompanying drawings, in which:
[0044] FIG. 1 schematically shows an example embodiment of a 12 or
24 volt alternator system; and
[0045] FIG. 2 schematically shows an example embodiment of a high
voltage alternator system connected with a combined high voltage
and low voltage electrical system.
DETAILED DESCRIPTION OF EXAMPLE EMBODIMENTS
[0046] FIG. 1 shows schematically an example embodiment of a
vehicle electric system 1 principle with an electrical generator
system 3, wherein the most common type of electrical generator for
vehicles today is an alternator system 3. This is in fact a
synchronous AC (Alternating Current) generator which is configured
to supply a DC (Direct Current) output over the battery positive
and negative terminal 32, 31 of either about 12 V (Volt) in cars or
about 24 V in trucks and similar heavy-duty vehicles. A rotor of
the alternator system 3 is normally driven by the vehicle internal
combustion engine through a belt where the revolution speed is
step-upped somewhere between 2-4 times.
[0047] Symbolically just a few electrical functions and electrical
loads are illustrated in the vehicle electrical system 1 diagram.
The illustrated electrical functions are limited to an electrical
storage system in form of a 12 V or 24 V battery 11, an electrical
switch 12 for switching on or off a high electrical loads 13, an
additional load switch 15 that is placed in series with an ignition
switch 14 and configured for switching on and off normal loads 16,
a communication hardware node 19, such as for example a LIN (Local
Interconnection Net) master node 19 and a charge error indicator
lamp 18. Alternative communication systems that may be used are for
example Flex Ray and CAN.
[0048] Basically the alternator system 3 is supplying high power
output at relative low rotor revolution speeds with a capability of
higher current output than required for both battery charging and
electrical load energy consumption. The output voltage level of the
alternator system 3 may be controlled by regulating a DC excitation
current flowing through a field coil 4 of the rotor. The field coil
may also be referred to as field excitation winding. The variable
excitation current generates a variable magnetic field around the
field coil 4, which magnetic field generates an AC current in each
of the three-phase stator winding 5.
[0049] The three-phase stator windings 5 consequently jointly
generate three-phase AC currents when the field coil 4 of the rotor
is excited and driven to rotate. The AC currents are subsequently
converted to DC current trough the positive Zenger rectifier diodes
61 and the negative Zenger rectifier diodes 62.
[0050] Although the disclosure shows a three-phase AC current there
is no limit to the number of phases. The alternator according to
the disclosure may equally be equipped with a 5-phase alternator,
or any other number of phases. A 5-phase alternator is a little bit
more expensive than a three-phase alternator, but an advantage with
a 5-phase alternator is less ripple in the output voltage which
could decrease the filtering needs in the other electrical
components which slightly reduces the cost of them. Moreover, a
wye-wound stator is shown in FIG. 1 but the disclosure is equally
relevant for a delta-wound stator.
[0051] As illustrated in FIG. 1, regulated voltage and current is
supplied by the alternator system 3 through the positive battery
terminal 32 to the vehicle battery 1 that is grounded to its own
connection 2. The alternator, the main voltage regulator 7 and the
redundant voltage regulator 8 may preferably be located within
single alternator housing for providing a compact and robust
alternator system.
[0052] The battery 11 may for example be normally continuously
charged except during a short activation of e.g. a starter motor or
high load 13. Too low charging current can temporarily also occur
when the revolution speed of the vehicle internal combustion engine
is low and several electrical loads are consuming much power in
total.
[0053] Moreover, the vehicle can control the alternator system 3 to
for example temporarily lower the output voltage, such that battery
charging is temporarily stopped, in order to lower CO2 emission and
fuel consumption.
[0054] By regulating the alternator system output voltage to a
fixed level, both the charging and the electrical load currents are
limited. But if a failure occurs in the output voltage regulation,
causing a too high exciting level of the field coil 4 of the rotor,
the consequence is a too high output voltage level, which is also
referred to as overvoltage. This can be devastating for both the
battery 11 and all electrical loads with a high risk that they will
malfunction or in the worst case be destroyed.
[0055] Therefore the ISO 16750-2 (International Organization for
Standards) has a requirement for vehicles that all electrical
components shall withstand for cars 18 V during 60 minutes. For
trucks the requirement is 36 V for 60 minutes. However, the use of
electrical components that can withstand significantly higher
supply voltage levels, such as about 18-20 V, than a target
operating supply voltage level of about 12-14 V, which is
configured to be a normal operating supply voltage level, renders
the cost for the electrical components high.
[0056] The alternator system according to the disclosure aim at
removing the risk for overvoltage 10 completely, or at least reduce
the risk for overvoltage to such an extent that it can be deemed
non-existing. This would enable use of less costly electrical
components that that can withstand lower supply voltage levels
without a risk for malfunction or destruction.
[0057] The alternator system according to the disclosure solves the
problem of overvoltage by providing the alternator system with a
redundant voltage regulator 8.
[0058] As seen in FIG. 1 the alternator system 3 comprises an
alternator with a stator having three stationary windings 5 and a
rotor with a rotatable field coil 4 for producing alternating
current, a main voltage regulator 7 having a main controller 72 and
a main power switch 75 configured to control the current through
the field coil 4, a redundant voltage regulator 8 having a
redundant controller 82 and a redundant power switch 85 configured
to control the current through the field coil 4, wherein the main
power switch 75, the field coil 4 and the redundant power switch 85
are connected in series, in that order.
[0059] The main and redundant power switch 75, 85 may for example
be power transistors, such as PNP or FET transistors.
[0060] Each of the main and redundant controllers 72, 82 may for
example be implemented on a single IC (Integrated Circuit), for
example in form of microprocessor or ASIC (Application Specific
Integrated Circuit). Each controller 72, 82 in form of an IC may
also be assembled together with respective power switch 75, 85 on a
common substrate.
[0061] Each of the main and redundant controllers 72, 82 typically
comprises at least a central processing unit, a memory, an ND
converter and one or more input/output ports for communication with
external electrical equipment/components, wherein the processing
unit is configured to process input data received via the input
ports according to instructions stored in the memory and provide
results via the output ports.
[0062] As a result, information controlling for example the output
voltage regulation set-point of each of the main and redundant
controllers 72, 82 may be stored locally in the memory of each of
said controllers 72, 82, such that the output voltage regulation
set-point of each of the main and redundant controllers 72, 82 is
largely handled independent of each other, thereby avoiding that
corrupt or otherwise incorrect information controlling or setting
the output voltage regulation set-point of the main controller 72
does not influence or affect control or setting of the output
voltage regulation set-point of the redundant controller 82.
[0063] The redundant controller 82 is configured to control the
redundant power switch 85 independent from the status or activity
of the main controller 72 or main power switch 75. This means for
example that the redundant controller 82 is configured to maintain
the same predetermined control strategy and the same predetermined
output voltage regulation set-point independently of the operating
status, operating mode and activity of the main controller 72 or
main power switch 75.
[0064] In other words, the redundant controller 82 will not change
its predetermined operating mode, operating setting, control
strategy or output voltage regulation set-point merely due to
sudden operating failure or malfunction of the main controller 72
or main power switch 75, for example due to excess temperature,
excess current or voltage, ionizing radiation, mechanical shock,
stress or impact, open or short-circuiting, etc. Both the main and
redundant controllers 72, 82 are thus configured to continuously
operate separately and independently from each other for avoiding
that any type of fault will negatively affect both the main and
redundant voltage regulators 7, 8, thereby ensuring a high level of
operating redundancy of the output voltage regulation of the
alternator system.
[0065] A first connection of the main power switch 75 is connected
to a main regulator voltage terminal 63 of the alternator and a
second connection of the main power switch 75 is connected to the
field coil 4 on a positive field coil side 41, and a first
connection of the redundant power switch 85 is connected to the
field coil 4 on a negative field coil side 42 and a second
connection of the redundant power switch 85 is connected to a
ground connection 81 or battery negative terminal 31 of the
alternator system 3.
[0066] Consequently, the positive field coil side 41 is controlled
by the main power switch 75 and the negative field coil side 42 is
controlled by the redundant power switch 85. This configuration
means that the regulator control of the main and the redundant
voltage regulators 7, 8 are independent of each other.
[0067] As an alternative to the illustration in FIG. 1, the first
connection of the redundant power switch 85 may be connected to the
battery positive terminal 32 of the alternator and the second
connection of the redundant power switch 85 may be connected to the
positive field coil on the positive field coil side 41, and the
first connection of the main power switch 75 may be connected to
the field coil 4 on the negative field coil side 42 and the second
connection of the main power switch 85 may be connected to the a
ground connection 81 or battery negative terminal 37 of the
alternator.
[0068] The redundant voltage regulator 8 may have an output voltage
regulation set-point that is higher than an output voltage
regulation set-point of the main voltage regulator 7.
[0069] By choosing a output voltage regulation set-point of the
redundant regulator 8 that is about 0.3 V higher in a 12 V
electrical system and about 0.5 V higher in a 24 V system, than the
output voltage regulation set-point of the main regulator 7, the
main regulator 7 is normally controlling the voltage output level
at the battery positive terminal 32.
[0070] Specifically, the redundant voltage regulator 8 may have an
output voltage regulation set-point that is in the range of 0.1-3.0
volt or 1-20%, specifically 0.1-1.0 volt or 1-7%, and more
specifically 0.2-0.7 volt or 0.2-0.5% higher than an output voltage
regulation set-point of the main voltage regulator 7.
[0071] The redundant voltage regulator 8 may have an individual
connection to the charge error indicator lamp 18.
[0072] As long as there is no failure in the main regulator 7 the
redundant regulator 8 i s continuously 10 conducting simply because
the redundant controller 82 reads an actual output voltage value
that is lower than the set-point value of the redundant voltage
regulator 8. This results in a saturated or fully conducting
redundant power switch 85, in form of a power transistor.
[0073] Generally any kind of failure in the main voltage regulator
8 that causes a too high exciting level and consequently increased
output voltage, will then automatically be limited by the redundant
voltage regulator 7.
[0074] In other words, upon any type of failure of the alternator
system that causes the main voltage regulator 8 to generate a
current flow through the field coil 4 that results in too high
exciting level and consequently an output voltage that reaches up
to the slightly elevated output voltage regulation set-point of the
redundant voltage regulator 7, compared with output voltage
regulation set-point of the main voltage regulator 8, the redundant
voltage regulator 7 will immediately and automatically take over
active regulation of the current through the field coil 4 such that
the actual output voltage of the alternator system equals the
output voltage regulation set-point of the redundant voltage
regulator 7. The output voltage of the alternator system will
thereafter remain on a voltage level corresponding to the output
voltage regulation set-point of the redundant voltage regulator 8,
at least until repair of the alternator system.
[0075] Consequently, the output voltage of the alternator system
will in case of failure of the main voltage regulator 7 merely rise
from a voltage level corresponding to the output voltage regulation
set-point of the main voltage regulator 7 to voltage level
corresponding to the output voltage regulation set-point of the
redundant voltage regulator 8. Thus, the output voltage of the
alternator system will in case of failure of the main voltage
regulator 7 not rise above a voltage level corresponding to the
output voltage regulation set-point of the redundant voltage
regulator 8.
[0076] One possible failures of the main voltage regulator is a
bypassed or short-circuited main power switch 75, for example due
to overheating or a wrong controller signal 7D from the main
controller 72. This type of failure is solved by the redundant
voltage regulator of the alternator system according to the present
disclosure.
[0077] Another possible reason for incorrect controller signal 7D
of the main controller 72 may be malfunctioning ground connection
71 of the main voltage regulator 7. There is an internal grounding
Net 70 in the main regulator 7 connected to a suitable ground
connection 71 in the alternator system, preferably to the casing of
the alternator system. Also the redundant voltage regulator 8 has
an internal grounding net 80 which is connected to an alternator
ground connection 81, such as the alternator system casing. The
ground connection 81 of the redundant voltage regulator 8 is
preferably a standalone connection that is physically separate and
displaced from the ground connection 71 of the main voltage
regulator 7 for avoiding any common cause problem.
[0078] As disclosed in in FIG. 1 the battery negative terminal 31
of the alternator normally is connected internally to the metal
case 37 which often is aluminum. In its turn it has a very good
electrical conducting properties as well as cooling capabilities.
In its turn the battery negative terminal 31 is connected to a
vehicle body or chassis ground 2. Often a braid is used as a
grounding connection between the battery negative terminal 31 and
vehicle body or chassis ground 2.
[0079] Another possible reason for incorrect controller signal 7D
of the main controller 72 may be malfunctioning power supply
connection and/or output voltage sensing signal connection. A
combined power supply and output voltage sensing signal of the main
voltage regulator 7 may be provided via a voltage sense connection
76 that is connected to a main regulator voltage terminal 63, which
shall be physical close and suitable for the main regulator 7. For
avoiding common failure caused by failure of electrical connection
at the main regulator voltage terminal 63, a redundant regulator
voltage terminal 33 should be used for a combined power supply and
output voltage sensing signal of the redundant voltage regulator 8.
The redundant regulator voltage terminal 33 should be connected to
a voltage sense connection 86 of the redundant voltage regulator 8,
and the redundant regulator voltage terminal 33 should be
physically separate and displaced from the main regulator voltage
terminal 63. Moreover, the power supply connection and/or output
voltage sensing signal connection 76 of the main regulator 7 should
be connected to the main regulator voltage terminal 63 by an
individual, separate and unique conductor, and the power supply
connection and/or output voltage sensing signal connection 86 of
the redundant regulator 8 should be connected to the redundant
regulator voltage terminal 33 by another individual, separate and
unique conductor. In that way, failure of the electrical conductor
or the conductor's connections for power supply to the main
regulator 7 will not negatively affect the functionality and
operation of electrical conductor or the conductor's connections
for power supply to the redundant regulator 8. Thereby the risk
that a single electrical connection failure or single electrical
conductor failure will cause failure of both the main and redundant
voltage regulator is eliminated.
[0080] The voltage terminal 33 of the redundant voltage regulator 8
should preferably is located at, or within the same single-piece
structural part as, the battery positive terminal 32 of the housing
of the alternator. Thereby the risk that a damaged or otherwise
poor electrical connection between the voltage terminal 33 of the
redundant voltage regulator 8 and the battery positive terminal 32
of the housing of the alternator is eliminated. Thereby, the
functionality of the redundant voltage regulator 8 is independent
from the quality of the main regulator voltage terminal 63.
[0081] Main controller 72 and associated diagnostics electronics is
configured to detect an AC voltage phase signal at a stator V-phase
51 via a main AC phase signal connection 7C of the main controller
72. The main AC phase signal is used and to detect the amplitude
either for self-start based on the exciting eminence or for the AC
frequency or alternator speed detection.
[0082] With the same functionality the redundant controller 82 and
associated diagnostics electronics is configured to detect an AC
voltage phase signal at a stator W-phase 52 via a second AC phase
signal connection 8C of the redundant controller 72. It is
important that two different phases V, W are connected so a single
failure of any electrical connection or associated conductor does
not cause a common failure in both regulators 7, 8.
[0083] In basic and cheaper alternators there are no LIN units and
the driver is informed of a charging failure through the charge
indicator lamp 8 via alternator terminal 34. The signal comes from
respectively regulator 7, 8 from the controller and diagnostic
electronics 72, 82 and internal signals 7A, 8A via the diode
wired-or outputs 78, 88. The wired-or configuration is reached by
the two diodes 77, 87 and it means that if already when just one
regulator 7, 8 has a failure the charge indicator lamp 18 will be
turned on. During start-up of the internal combustion engine the
current through the lamp from ignition switch net 17 works to
excite the alternator field coil 4.
[0084] Another possible common failure of the main and redundant
voltage regulators 7, 8 may be failure of a common communication
connection. This possible failure is solved by the alternator
system of the present disclosure by providing each of main and
redundant voltage regulators 7, 8 with an individual communication
connection 79, 89.
[0085] The example embodiment alternator system 3 illustrated in
FIG. 1 comprises an alternator housing communication terminal 35
connected to both the communication connection 79 of the main
voltage regulator 7 and to the communication connection 89 of the
redundant voltage regulator 8. An external communication
hardware-node 19 is connected to an alternator housing
communication terminal 35 for establishing communication with the
main and redundant voltage regulators 7, 8.
[0086] The external communication hardware-node 19 may for example
be a LIN master node 19 and each of the main and redundant voltage
regulators 7, 8 may comprise a LIN slave node 74, 84 may that is
connected to the LIN master node 19 via the main voltage regulator
communication connection 79 and redundant voltage regulator
communication connection 89.
[0087] Generally, communication to and from each individual
communication connection 79, 89 of the main and redundant voltage
regulators 7, 8 involves digital communication with the external
communication hardware-node 19, such as for example by means of a
serial communication protocol.
[0088] An advantageous feature of the alternator system according
to the disclosure is that if the main voltage regulator 7
communicates detection of an error to an superordinate electrical
controller, and the redundant voltage regulator automatically has
taken over regulation of the output voltage of the alternator
system 3 due to the higher the output voltage regulation set-point
of the redundant voltage regulator 8, the superordinate electrical
controller may respond by lowering the output voltage regulation
set-point of the redundant voltage regulator 8 to the same set
point value as the main voltage regulator 7 had before the failure
occurred. The advantage of this approach is that the operation of
the alternator system 3 can continue without increased risk or
damages to any of the other electrical components, and that the
alternator system 3 is fully functional.
[0089] An error message is preferably submitted to the driver,
operator, fleet service management, service repair centre, etc.,
that service is needed, or the like. The communication between the
main and redundant voltage regulators 7, 8 and the superordinate
electrical controller is performed by means of the external
communication node 19 and the communication nodes 74, 84 of each of
the main and redundant voltage regulators 7, 8.
[0090] For diagnostics and plausibility purpose each voltage
regulator 7, 8 may have a diagnostic feedback connection 7E, 8E via
which the duty-cycle of each regulator can be detected and possibly
forwarded via the LIN slave nodes 74, 84 to a superordinate ECU for
providing a power load status of the alternator.
[0091] A fly-back or freewheel diode 43 is preferably provided
between the positive and negative winding side 41, 42 of the rotor
coil 4. The diode 43 is preferably located integrated in the main
voltage regulator 7.
[0092] The disclosure above primarily relates to an AC generator.
However in elderly and low-cost cars DC generators have been used.
They included carbon brushes and quite often an electromechanical
regulator for controlling the current through the exciting rotor
coil to get a stable output voltage level.
[0093] FIG. 2 schematically discloses an example embodiment of a
high voltage alternator system 130 connected with a combined high
voltage and low voltage electrical system 9, 110, for example for a
vehicle.
[0094] The high voltage alternator system 130 has an exciting field
coil 140 in combination with main and redundant voltage regulators
170, 180 that are configured to provide a regulated high voltage
output to the high voltage electrical system 9. The high voltage
electrical system 9 is also connected to the low voltage electrical
system 110 via a DC/DC converter 91.
[0095] The specific voltage levels of the high and low voltage
electrical systems 9, 110 may be selected according to the specific
requirements of the desired application. The voltage level of the
high voltage electrical system 9 may be an integer multiple of the
low voltage electrical system 110.
[0096] Specifically, the high voltage electrical system 9 may be a
48 V system and the low voltage electrical system 110 may be a 12 V
system. The voltage output of the high voltage alternator system
130 may be about 48 V, and possibly up to a maximum charging
voltage of about 52 V.
[0097] The low voltage electrical system 110 may alternatively be
24 V electrical system, thereby making it specifically suitable for
a truck electrical system.
[0098] In the following description an example embodiment of the
disclosure is described where the high voltage alternator system
130 and high voltage electrical system 9 are 48 V systems and the
low voltage electrical system 110 is a 12 V system. However, the
high voltage alternator system 130, high voltage electrical system
9 and low voltage electrical system 110 according to the disclosure
is equally applicable to other voltage levels.
[0099] The 48 V alternator system 130 combined with the hybrid 48 V
and 12 V electrical systems 9, 110 has the advantage of being able
to provide 48 V supply to high power electrical loads, such that
smaller electrical currents must be conducted through the
electrical conductors. The power P equals the voltage U times the
current U (P=U*I). Hence, by increasing the supplied voltage level
the supplied current level may be equally reduced while keeping the
power at the same level. Smaller electrical currents enable use of
smaller and less costly and lighter-weight electrical
conductors.
[0100] The combined 48 V and 21 V electrical systems 8, 110 of FIG.
2 may for example advantageously be applied in cars to meet lower
CO.sub.2 omission level requirements in coming years.
[0101] The 48 V electrical system of FIG. 2 may for example be used
for supplying power to high power loads 913, like a starter motor
of a combustion engine. Using a 48 V starter motor of equal power
as in a 12 V system will lower the electrical current consumption
with four times. This means that a wiring harness area reduction
could be done with the same factor which leads to less copper and
lower weight for both wires and electrical motors. Another
advantage is that the efficiency is increased in both the wiring
and electrical components itself.
[0102] Further examples of high load electrical components are an
electrical A/C compressor (Air Condition), PTC climate theater
(Positive Temperature Coefficient element), front window heating,
engine cooling fan, etc.
[0103] The ground connection 92 of the 48 V electrical system 9 is
preferably not connected to the same physical ground screw at body
or chassis as the ground connection 2 of the 12 V electrical system
110. Electrically they will have substantially the same ground
potential but by avoiding using a common ground connection a
failure in any of the 48 V electrical system 9 or 12 V electrical
system 110 will not influence each other.
[0104] As seen in FIG. 2 there are two batteries: a low voltage
battery 11, such as a conventional 12 or 24 V battery; and a 48 V
battery 911. The 48 V battery 911 is preferably of Lithium-Ion type
and the low voltage battery 11 may be of a traditional lead-acid
type.
[0105] Transfer of electrical power is done by the DC/DC converter
91 from the 48 V electrical system 9 to the 12 V electrical system
110. The 48 V electrical system 9 further comprises a 12 V positive
terminal 93.
[0106] Since the 48 V alternator system 130 is connected to the 48
V electrical system 9 the previously described overvoltage problem
only applies to the 48 V electrical system 9, and the electrical
loads 913 connected thereto. Overvoltage from the 48 V alternator
system 130 may be prevented from entering the 12 V electrical
system 110 by means of the DC/DC converter 91.
[0107] In the same way as for the 12 V system 1 disclosed with
reference to FIG. 1, the 48 V alternator system 130 comprises a
redundant voltage regulator 180 that will automatically take over
control of the current flowing through the field coil 140, and thus
also the exciting field of the rotor, if a failure renders the main
voltage regulator 170 to generate a too high exciting field.
[0108] In the same way as for a 12 V alternator system 3 describe
above with reference to FIG. 1, the exciting field level is
normally regulated by the main power switch 175, which is
controlled by the main controller 172. An internal shortage of the
transistor 175 or faulty electronics or any other problem described
above with reference to FIG. 1, or the like, could result in too
high exciting level, such that an overvoltage is supplied at the 48
V battery positive terminal 132.
[0109] The power switch 185 of the redundant voltage regulator 180
is normally continuously conducting as long as the output voltage
of the 48 V alternator system lies at the output voltage regulation
set-point of the main voltage regulator 170, because the output
voltage regulation set-point of the redundant voltage regulator 180
is about 0.8 V higher than the output voltage regulation set-point
of the main voltage regulator 170. Consequently, as soon as actual
output voltage of the 48 V alternator system exceeds the output
voltage regulation set-point of the main voltage regulator 170 with
0.8 V the redundant voltage regulator controller 180 automatically
takes over the voltage output regulation, such that potentially
harmful overvoltage practically never occurs.
[0110] In order to avoid that a single failure influences the
functionality of both the main and redundant voltage regulators
170, 180, the same measures as described in the embodiment above
with reference to FIG. 1 may be adopted also in this embodiment. In
particular, the ground connection 181 of the redundant voltage
regulator 180 is preferably a standalone connection that is
separate and displaced from the ground connection of the main
voltage regulator 170, the redundant regulator voltage terminal
(not showed in FIG. 2) should be connected to a voltage sense
connection of the redundant voltage regulator 180 and the redundant
regulator voltage terminal should be separate and displaced from
the main regulator voltage terminal, the voltage terminal (not
showed) of the redundant voltage regulator 180 should preferably is
located at, or within the same single-piece structural part as, the
battery positive terminal 132 of the housing of the alternator, the
main controller 172 and redundant controller 182 are configured to
detect an AC voltage phase signal at individual stator phases
wherein it is important that two different phases are connected,
and each of main and redundant voltage regulators 170, 180 is
provided with an individual communication connection.
[0111] The output voltage supplied at the 48 V battery positive
terminal 132 is also here generated through the rotating field coil
140 and associated excitation level and by the AC generated in the
3-phase stator windings 150 and subsequently converted to DC in the
rectifier unit 160. Note that the Zener voltage level of each
individual rectifier must be adapted to the 48 V system 9 which
means a so called Zener knee somewhere in the range of 60 to 70
V.
[0112] Grounding of the rectifier unit 160 is preferably done to
the casing at an individual internal grounding 37 which in its turn
is connected to the battery negative terminal 131 output.
[0113] In the 48 V system 9 a high load switch 912 need to have
further electrical isolation and more robust connector housings
compared to the 12 V system. So in the 12 V system 1 most loads 16
and complex ECUs remain there as well as the ignition switch 14 and
most other electrical functions.
[0114] Furthermore, the LIN master node 19 in a 48 V/12 V system
110 is supplied in the same way as in a 12 V system 1. It
communicates or is signaling through the alternator housing
communication terminal 35 to or from the alternator system 130.
[0115] Reference signs mentioned in the claims should not be seen
as limiting the extent of the matter protected by the claims, and
their sole function is to make claims easier to understand.
[0116] The use of the word "a" or "an" in the specification may
mean "one," but it is also consistent with the meaning of "one or
more" or "at least one." The term "about" means, in general, the
stated value plus or minus 10%, or more specifically plus or minus
5%. The use of the term "or" in the claims is used to mean "and/or"
unless explicitly indicated to refer to alternatives only.
[0117] The terms "comprise", "comprises" "comprising", "have",
"has", "having", "include", "includes", "including" are open-ended
linking verbs. As a result, a method or device that "comprises",
"has" or "includes" for example one or more steps or elements,
possesses those one or more steps or elements, but is not limited
to possessing only those one or more elements.
[0118] The alternator system of the present disclosure may be
embodied in other specific forms without departing from its spirit
or essential characteristics. It is appreciated that various
features of the above-described examples can be mixed and matched
to form a variety of other alternatives. As such, the described
embodiments are to be considered in all respects only as
illustrative and not restrictive. The scope of the disclosure is,
therefore, indicated by the appended claims rather than by the
foregoing description. All changes that come within the meaning and
range of equivalency of the claims are to be included within their
scope.
REFERENCE LIST
[0119] 1 Principle of a vehicle electrical system
[0120] 2 Ground connections to vehicle body or chassis
[0121] 3 Alternator
[0122] 4 Field coil
[0123] 5 3-phase stator windings
[0124] 7 Main regulator
[0125] 8 Second regulator
[0126] 9 48 V system in a 12/48 V system
[0127] 11 Battery
[0128] 12 Switch for high load
[0129] 13 High load, e.g. starter motor
[0130] 14 Ignition switch
[0131] 15 Additional load switch
[0132] 16 Normal electrical load
[0133] 17 Ignition switch net
[0134] 18 Charge indicator lamp
[0135] 19 LIN master node
[0136] 31 Battery negative terminal
[0137] 32 Battery positive terminal
[0138] 33 Redundant regulator voltage terminal
[0139] 34 Charge indicator lamp terminal
[0140] 35 Alternator communication terminal
[0141] 37 Internal grounding to case
[0142] 41 Positive field coil side and main regulator output
[0143] 42 Negative field coil side and second regulator output
[0144] 43 Fly-back or freewheel diode
[0145] 51 Main AC phase connection, (e.g. V)
[0146] 52 A second AC phase connection, (e.g. W)
[0147] 61 Positive Zener rectifier diodes
[0148] 62 Negative Zener rectifier diodes
[0149] 63 Main regulator voltage terminal
[0150] 70 Internal ground connections
[0151] 71 Ground connection
[0152] 72 Main controller
[0153] 74 LIN slave node
[0154] 75 Main power switch
[0155] 76 Power supply and voltage sense connection
[0156] 77 Diode wired-or output
[0157] 78 Main indicator output
[0158] 79 Main voltage regulator communication connection
[0159] 7A Internal indicator signal connection
[0160] 7B Internal communication signal connection
[0161] 7C Main AC phase signal connection
[0162] 7D Controller signal output connection to power
transistor
[0163] 7E Diagnostic feed-back connection of regulator output
[0164] 80 Internal ground connection
[0165] 81 Ground connection, separately
[0166] 82 Redundant controller with diagnostics
[0167] 84 LIN slave node
[0168] 85 Redundant power switch
[0169] 86 Power supply and voltage sense connection
[0170] 87 Diode wired-or output
[0171] 88 Second indicator output
[0172] 89 Redundant voltage regulator communication connection
[0173] 8A Internal indicator signal connection
[0174] 8B Internal communication signal connection
[0175] 8C Second AC phase signal connection
[0176] 8D Controller signal output connection to power
transistor
[0177] 8E Diagnostic feed-back connection of regulator output
[0178] 91 DC/DC converter between the 48 V and 12 V system
[0179] 92 V ground connections to vehicle body or chassis
[0180] 93 12 V positive terminal
[0181] 110 12 V system in a 12/48 V system
[0182] 119 LIN master node or charge indicator lamp
[0183] 130 48 V alternator system
[0184] 131 48 V battery negative terminal
[0185] 132 48 V battery positive terminal
[0186] 136 Communication bus or charge indicator lamp terminal
[0187] 140 48 V field coil
[0188] 150 48 V stator windings
[0189] 160 Zener rectifier diode unit
[0190] 170 48 V main regulator
[0191] 172 Controller with diagnostics
[0192] 175 Power switch, PNP or FET transistor
[0193] 180 48 V redundant regulator
[0194] 181 Ground connection, separately
[0195] 182 Controller with diagnostics
[0196] 185 Power switch, NPN or FET transistor
[0197] 911 High voltage battery
[0198] 912 Switch for a high electrical load
[0199] 913 High electrical load
* * * * *